Automatic switch-controlling device.



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UNITED STATES PATENT OFFICE.

MAHLON SHAABER AND MICHAEL J. SEILING, OF READING, PENN- SYLVANIA.

Specification of Letters Patent.

Patented Dec. 18, 1906.

application filed March 28, 1906. Serial No. 308,389.

To all whom, it may concern.-

Be it known that we, MAHLoN SIIAABER and MICHAEL J. SEILING, citizens of the United States, residing at Reading, county of Berks, and State of Pennsylvania, have invented a certain new and useful Improvement in Automatic Switch-Controlling Devices, of which the following is a specification.

Our invention relates to a new and useful improvement in automatic switcl1controlling devices, and has for its object to provide an exceedingly simple and effective arrangestand how to make and use the same, the construction and operation will now be described 1n detail, referring to the accompanying drawings, forming a part of th1s specification,

. in which nected.

In carrying out our invention as here embodied, A represents the main line, B the crossing-frog, and C and D the switch-points.

E is the housing, having arranged therein the plunger F, located between the two springs F and F and to this plunger is secured the switch-rod G, the outer end of the latter being attached to the switch-lever H.

I is a cross-bar rigidly clamped to the switch-point C and slidably attached to the switch-point D, the spring J being interposed between the lug formed upon this bar and the switch-point. This arrangement will permit of the throw of the switch-points in the usual manner, and when the switch is thrown. to the position shown in Fig. 1 a train passing in the direction of the arrow will force the switch-points to the left, which is permitted by the com ression of the spring F. Should the switch be set in the opposite direction to that shown in Fig. 1 and the train be traveling on the side track in the direction of the arrow, the wheel-flanges will force the switch-poirit D to the right, which is permitted by the compression of the spring J. Thus it will be seen that in whatever position the switch may be set a train traveling in the direction of the arrow, either on the main line or a branch line, will not be interfered with by the switch.

K represents a plate extending upward from the housing E and having a slot L formed therein, through which the lever M passes, said lever being pivoted at M and having pivoted to its heel N the connectingrod N. The opposite end of this rod is pivoted to the crank O, as indicated at 0, said crank being secured upon the cross-shaft P, journaled in suitable bearings P. The shaft P also has secured thereon the lever Q, the outer end of which is pivoted to the actuating-shoes Q, as indicated at Q so that when the actuating-shoe is depressed it will operate the crank O, which in turn through the connecting-rod N will actuate the lever M, and in order that the actuating-shoe after being depressed may return to its normally elevated position a suitable spring R is arranged within the housing R, in which the shank of said actuating-shoe is fitted.

S represents the locking-bolt, which is set in the housing S and normally held in an elevated position by the spring S located in said housing, and the nose of this bolt is pivoted in the path of travel of the outer end of the lever M, so that when the latter is operated by the depression of the actuatingshoe, as before described, the bolt will be depressed and the lever passing into the opposite side thereof will be locked in its position by the springing up of said bolt. From this it will be seen that should the switch be set in the position shown in Fig. 1 and a locomotive be traveling upon the main line in the TOO opposite direction of the arrow said locomotive would only have to depress the shoe 0 to cause the lever M to move the switch by moving the housing E to the left, and in so doing the lever M would be locked. by the bolt, thus holding the switch-points in this adjustment and permitting the locomotive to pass down the main line; but, as is often the case, should the locomotive be pushing a car which it was desired to throw upon the side track, the switch being set in the position shown in Fig. 1, this car would pass to the side track, and after it had left the loco motive the latter, depressing the actuatingshoe, would set the switch as just described, so that said locomotive would pass down the main line.

The locking-bolt S has connected therewith the lever T, which is pivoted at T and extends outward beyond the track, so that should it be desired that the car and locomotive both pass to the side track the switchman has only to put his foot on the outer end of the lever T and depress the same, which will release the lever M, thereby permitting the spring F to throw the switch-points in the proper direction. Any suitable device may be secured upon the locomotive, such as the inclined wheel U, for depressing the actuating-shoe.

By the use of our improvement it is impossible to sidetrack a locomotive unintentionally, as no matter which way the switch is set the locomotive will automatically bring about this adjustment and always remain upon the main line except when the lever T is purposely depressed by the switchman, and it is to be noted that the switch may be operated by the switch-lever H in the usual manner, thus in no wise interfering with the present railway practice.

Having thus fully described our invention, what we claim as new and useful is 1. In combination with the main line of a railway and a branch line thereof, two switchpoints connected together by a bar, means for permitting the switch-points to be moved independent of said. bar, a housing connected to one of the switch-points, two springs located within said housing, a plunger upon which said springs act, a rod connecting the plunger with the switch-lever, a pivoted lever connected. with the housing, means for actuating said lever from a locomotive, means for locking the lastnamed lever when moved in one direction and means for unlocking said lever, as and for the purpose set forth.

2. The herein-described combination of a railway main line, two switch-points connected together by a bar, a spring interposed between said bar and one of said switchpoints, a housing connected to one of the switch-points, two springs pivoted within said. housing, a plunger fitted between said. springs, a rod connecting the plunger with the switch-lever, a pivoted lever connected with the housing, means for actuating said lever from a locomotive, a locking-bolt adapted to engage the last-named. lever when moved in one direction, and means for depressing said bolt for unlocking said lever, as speci- "fled.

3. The herein-described combination of arailway main line, two switch-points connected together by a bar, a spring interposed between said bar and one of said switchpoints, a housing connected to one of the switch-points, two springs pivoted within saidv housing, a plunger fitted between said. springs, a rod connecting the plunger with the switch-lever, a pivoted lever connected with the housing, a rod pivoted to said lever, a crank to which the opposite end of said rod is pivoted, a cross-shaft upon which said crank is secured, a lever secured upon the cross-shaft, an actuating-shoe connected with. the lastnamed lever, a housing in which the shank of said actuating-shoe is fitted to slide, a spring arranged beneath said shank for normally holding the actuating-shoe in an elevated position, a lockingbolt, a housing in which said locking-bolt is fitted to slide, a spring located beneath the locking-bolt for normally holding the latter in an elevated position, and a lever connected with said locking-bolt and extending beyond the track whereby said locking-bolt may be depressed, as and for the purpose set forth.

In testimony whereof we have hereunto ail'lixed our signatures in the presence of two subscribing witnesses.

MAHLON SHAABER. MICHAEL J. SEILING. WVitnesses:

SAMUEL .DAVIES, JOHN P. DAUTH.

IOO 

